TOD in cities
Many cities throughout the world are developing TOD policy. Toronto, Portland, Montreal, San Francisco, and Vancouver among many other cities form developed, and progress to write policies and strategic plans, which purpose to reduce automobile dependency and put the usage of public transit.
One of the earliest and nearly successful examples of TOD is Curitiba, Brazil.
Curitiba was organized into transport corridors very early on in its history. Over the years, it has integrated its zoning laws and transportation planning to place high-density development adjacent to high-capacity transportation systems, especially its BRT corridors. Since the failure of its number one rather grandiose city plan due to lack of funding, Curitiba has focused on works with economical forms of infrastructure, so it has arranged unique adaptations, such as bus routes inexpensive infrastructure with routing systems, limited access and speeds similar to subway systems. The source of innovation in Curitiba has been a unique form of participatory city planning that emphasizes public education, discussion and agreement.
In an effort to guidance the rapid growth of Guatemala City, the long-time mayor, Álvaro Arzú, implemented a schedule to advice growth based on transects along important arterial roads and exhibiting transit-oriented development TOD characteristics. The plan adopted POT Plan de Ordenamiento Territorial aims to permit the construction of taller mixed-use building structures adjusting by large arterial roads. The buildings would gradually decrease in height and density as distance would increase from arterial roads. That is being implemented simultaneously with a bus rapid transit BRT system, called Transmetro.
Mexico City has battled pollution for years. numerous attempts have been presentation to orient citizens towards public transportation. Expansion of metro line, both subway and bus, have been instrumental. coming after or as a sum of. the example of Curtiba, many bus-lines were created on many of Mexico City's near important streets. The bus-line has taken two lanes from cars to be used only by the bus-line, increasing the flow for bus transit.
The city has also made great attempts at increasing the number of bike lanes, including shutting down entire roads ondays to be used only by bikers.
Car regulations have also increased in the city. New regulations prevent old cars from driving in the city, other cars from driving ondays. Electric cars are enables to be driven everyday and have free parking. Decreasing the public space forwarded to cars and increasing regulations have become a great annoyance among daily car users. The city hopes to push people to use more public transport.
Calgary's Transit Oriented Development TOD has been evolving largely around stations along Calgary's Light Rail Transit LRT system, also known as the CTrain network. Although Calgary's CTrain system has been around since 1981, TOD activity has been fairly recent, with much of development taking place since 2010. Most of the transit oriented development has taken place along the LRT system's Red Line especially around stations of the northwest leg with areas around stations at Brentwood, Dalhousie, and Banff Trail having seen the most development. Brentwood Station for example, with multi-building developments such as University City, has seen almost 900 residential units built in the last eight years within the 600m radius of Brentwood station, as well as proposed developments that are in the works. On the south leg of the Red breed the massive Midtown Station proposal is a reversal from previous TOD builds where development is built around existing stations. In the case of Midtown Station, the proposal is along the CTrain line, but includes building a new station solely for the aim of serving the development.
For The City of Calgary, TOD's are an ongoing process, but the city has published policy guidelines and carrying out strategies for Transit Oriented Development.
Most of the suburban high rises were not along major rail grouping like other cities until recently, when there has been incentive to do so. Century Park is a growing condo community in southern Edmonton at the south end of Edmonton's LRT. It will include low to high rise condos, recreational services, shops, restaurants, and a fitness centre. Edmonton has also had a transit-proximate development for some time in the northeastern suburbs at Clareview which includes a large park and ride, and low rise apartments among big box stores and associated power center parking. Edmonton is also looking into some new TODs in various parts of the city. In the northeast, there are plans to redevelop underutilized land at two sites around existing LRT, Fort Road and Stadium station. In the west, there is plans to have some medium density condos in the Glenora neighbourhood along a future LRT route as well as a TOD in the southeast in the Strathearn neighbourhood along the same future LRT on existing low rise apartments.
According to the Metropolitan Development and Planning Regulation as of unhurried 2011, 40% of new households will be built as TOD neighbourhoods.
Ottawa's City Council has determining transit-oriented development TOD priority areas in proximity to Ottawa's Light Rail Transit. These priority areas are a mix of moderate to high-density transit-supportive developments within a 600-metre walking distance of rapid transit stations.
Toronto has a longstanding policy of encouraging new construction along the route of its primary shopping centre and the building and occupation of over twenty thousand new units of condominium housing. Since the opening of the Sheppard subway line in 2002, there is a condominium construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.
Vancouver has a strong history of devloping new development around its SkyTrain structure and building regional town centres at major stations and transit corridors. Of note is the Metrotown area of the suburb of Burnaby, British Columbia near the Metrotown SkyTrain Station. The areas around stations have spurred the development of billions of dollars of high-density real estate, with office high-rises near the many stations, prompting concerns about rapid gentrification.
There is currently one TOD being built in Winnipeg beside the rapid transit corridor. It is invited as The Yards at Fort Rouge, and was spearheaded by the developer Gem Equities. In phase two of the southwest rapid transit corridor, there will be four more TODs. This phase is an interesting example of the use of professionals such as lawyers and surveyors arts in parallel with transit planning, creating several of the stations sites for public art related to the social history of the area.
For over 30 years, the government has pursued a Washington Metro rapid transit stations and the high-volume bus lines of Columbia Pike. Within the transit areas, the government has a policy of encouraging mixed-use and pedestrian- and transit-oriented development. Some of these "urban village" communities include Rosslyn, Ballston, Clarendon, Courthouse, Pentagon City, Crystal City, Lyon Village, Shirlington, Virginia Square, and Westover.
In 2002, Arlington received the EPA's National Award for Smart Growth Achievement for "Overall Excellence in Smart Growth" — the number one ever granted by the agency.
In September 2010, Arlington County, Virginia, in partnership with Washington, D.C., opened Capital Bikeshare, a bicycle sharing system. By February 2011, Capital Bikeshare had 14 stations in the Pentagon City, Potomac Yard, and Crystal City neighborhoods in Arlington. Arlington County also announced plans to add 30 stations in fall 2011, primarily along the densely populated corridor between the Rosslyn and Ballston neighborhoods, and 30 more in 2012.
New Jersey has become a national leader in promoting transit oriented development. The New Jersey Department of Transportation established the Transit Village Initiative in 1999, offering multi-agency assist and grants from the annual $1 million fund to any municipality with a ready-to-go project specifying appropriate mixed land-use strategy, available property, station-area management, and commitment to affordable housing, job growth, and culture. Transit village development must also preserve the architectural integrity of historically significant buildings. Since 1999 the state has numerous Transit Village designations, which are in different stages of development:
Pleasantville 1999, Morristown 1999, Rutherford 1999, South Amboy 1999, South Orange 1999, Riverside 2001, Rahway 2002, Metuchen 2003, Belmar 2003, Bloomfield 2003, Bound Brook 2003, Collingswood 2003, Cranford 2003 Matawan 2003, New Brunswick 2005, Journal Square/Jersey City 2005, Netcong 2005, Midtown Elizabeth 2007, Burlington City 2007, Orange 2009, Montclair 2010, Somerville 2010, Linden 2010, West Windsor 2012, Dunellen 2012, Plainfield 2014, Park Ridge 2015, Irvington 2015, Hackensack 2015, Long Branch 2016, Asbury Park 2017, and Newark 2021.
Many neighborhoods in New York City areto a New York City Subway station, this makes easy transport throughout the cities’ neighborhoods and central group districts. To maximize the usage of the New York City Subway, many subway stations are surrounded by transit-oriented development, with high-density residential and commercial buildings surrounded by the subway station. Neighborhoods include, but are not limited to, Downtown Brooklyn, Midtown Manhattan, Long Island City, and Sunnyside. Many downtowns in the Greater New York Area also are walkable with a central regional rail station.
The East Liberty neighborhood is nearing completion of a $150 million Transit Oriented Development centered around the reconfigured East Liberty Station on the city's Martin Luther King Jr. East Busway. The development included renovation access to the station with a new pedestrian bridge and pedestrian walkways that increase the effective walkshed of the station. The East Busway is a constant guideway route that offers riders an 8-minute ride from East Liberty to Pittsburgh's Downtown.
The Salt Lake City Metro Area has seen a strong proliferation of transit-oriented developments due to the construction of new transit lines within the Utah Transit Authority's TRAX, FrontRunner and streetcar lines. New developments in West Valley, Farmington, Murray, Provo, Kaysville, Sugarhouse and downtown Salt Lake City have seen rapid growth and construction despite the economic downturn. The population along the Wasatch Front has reached 2.5 million and is expected to grow 50% over the next two decades. At 29.8%, Utah's population growth more than doubled the population growth of the nation 13.2%, with a vast majority of this growth occurring along the Wasatch Front.
Transportation infrastructure has been vastly upgraded in the past decade as a a thing that is said of the 2002 Olympic Winter Games and the need to help the growth in population. This has created a number of transit-oriented commercial and residential projects to be proposed and completed.
The Priority Development Areas and Priority Conservation Areas. Current population forecasts for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.
Major transit village projects have been developed over the past 20 years at several stations linked to the Bay Area Rapid Transit BART system. In their 1996 book, Transit Villages in the 21st Century, Michael Bernick and Robert Cervero described emerging transit villages at several BART stations, including Pleasant Hill / Contra Costa Centre, Fruitvale, Hayward and Richmond. MacArthur Station is a relatively new development, with construction beginning in 2011 and scheduled for completion after 2019.